Engineer&#39;s valve.



PATENTED MAY 29, 1906.

, J. F. MOELROY. BNGINBERS VALVE. APPLICATION FILED 00T.23. i905.

z SHEETS-'SHEET 1.

FIG l n W B coNNlsc-rzo'ro TRAIN La J; F. MOELROY. ENGINBBR'S VALVE.

APPLICATION FILED 00T.23. 1905 PATBNIED MAY 29, 1906 2 SHEETS-Smm L MAINRESERVCIR EXHAUST'A ,'l'nve'nllnb UNITED sTATEs 4PATENT OEEIOE,

JAMEs FQ MCELEOY. or ALBANY, NEwYo'EmAssIGNOE To coNsoLr- DATED OARHEATING COMPANY, or ALBANY, NEw YORK. A oon- PORATION OF WEST VIRGINIA.

ENGiNEEns VALVE.

Specification of Letters Patent.

Patented May 29, 1906.

Application le'd October 23,1905. Serial No. 283.918.

out of the various forms in which it may bel embodied.

.This inventionl relates to an engineers "valvel fdr air-brake systems,and is especially adapted to thesjy'stem described in my Patents Nos. 768,537 and 768,538, although not restricted to such use. Itis animprovement upon the form of valve described in my.`

Patent No. 792,152, of June 13,1905,wherein are shown inlet and exhaustvalves for the train-pipe operated by. amotor-piston whosecylinder-pressure is lncreased or decreased by means of relay-valves,which themselves are controlled by a diaphragm havin on one side thetrain-plpe pressure and on t e other side the pressure of the atmosphereand of a spring whose tension is regulated manually by the engineer. f

My present object is to simplify thismecha'nism, reduce its-cost,increaseits durability, and secure various constructive and opera- -tiveadvantages. The main inlet and eX- haust valves are accordingly.attached to separatev motor-pistons whichV permit some leakage pastthem into their cylinder-chambers, whose outlets are under control oftherelay-valves. The latter, two in number,

' are seated oppositely ,by movement ofv the diaphragm an haust from themotor-piston c ambers. Formerlythe single motor-piston had a neutralposition and was moved to either side of this position to open eitherthe inlet or exhaust valveof the train-pipe, Whereas now theintermediate neutral position is dispensed with, the motor-pistonsare-not subject to such great differences of pressure, require lesspower. to operate, and need not be packed. These advantages areaccompanied y greater simplicity in the relay-valves and a more compactand accessible arrangement serve to control onl the exof partsconsequent upon their novel mode of construction.

Ofthe accompan g drawings, Figure 1 represents a vertica side section ofa commercial form of my invention. Fig. 2 represents a vertical middlesection thereof Fig. 3 represents a plan view of the lower casing.

sectional view with some parts out of actual relative positions with theobject of clearly showing the arrangement, some features of.construction-as,'for instance, themeans of removing pistons-beingomitted' The same reference characters represent mosphere.b These valvesare attached to' pistons 16 ,17, having, an eas t in cylinders .18 19,so as to permit lea age fromtheir front Ato' their yrear sides into thecylinderchambers 2() .21.

Thesechambers connect by ports 22 23 with two valve-chambers 24 25, theoutlets of which lead, respectively, to the diaphragm-chamber 26,connecting with the train-pipe, and to the atmosphere and are controlledby the rela -valves 27 28, the forming seating ,upwardfy and the latterdownwardly by means of springs 29 30. The main valves 14 15 are seated'by springs 31 32 when the pressures equalize on opposite sides of-tlieirpistons.

, 33 is a diaphragm receiving on its lower side the train-pipe ressureand-on its upper side the pressure opa spring 34, Whose tensioIi isvaried. b adjusting. the nut 35, .to which is attache the engineershandle, substantially as in my Patent No. 792,152.

Under the diaphragm 33 is a'follower 36,

, Fig. 4 represents a diagrammatic or developed this movement 'opens theother relay-valve roo 27 by means of a stein 40 on the latter, engaged'by the edge of the'follower 36. In the operation of this mechanism thetrain'- i e pressureto be maintained is determined) ly the 'set of thenut 35, which establishes a certain tension in the spring 34. If thetrainpipe pressure in chamber 26 below the diaphragm isv .unsulicient tobalance the springpressure, the diaphragm falls land opens relay-valve'27. Thereupon the pressure in cylinder-chamber 20, which had becomeequal to reservoir-pressure by venting orleakage past the piston 16 and.had permitted the valve 14 `to be seated by its spring 31, is nowexhausted to the train-pipe pressure in chamber 26, which is alwayslower than that of the reservoir, and the main inlet-valve 14 opens and.admitsreservoir-air to the train-pipe. When train-pipe pressure isrestored to the f pressure 0f-spring 34, lthe relay-valve 27 closes, andthe leakage pastl piston y161will-- then quickly restore valve v14 toits seat. "If trainpipe pressure is above the 'pressureof spring 34, diahragm'33iises and opensthe other relay-va ve28, which exhausts the leak--age air from chamber 2l tothe atmosphere i and permits the train-pipe:pressure acting againstpiston l1'7 to open the main exhaustvalve 15 anddecrease the train-pipe pressure. Thus train-pipe pressure., isautomatically maintained at the standard, 'determined'b i the set-of theengineers handle.; This stan ard may at any time ybe, varied by manuallyaltering the tension` ofspring 34.4 with a' new set, of the handle forthe. purpose of inereasl ing or decreasing the pressure of the-brakesyor releasing'them.' i 'l Figs. 1 to 3 show a form which' my inveny tionpreferablyy assumes in commercialy use. The principle is the same asinFig. 4 andthe passages,l ports, and vchambers have substantially thesame connections and are repre- .sented bythe same reference characters.The 4piston-cylinders 'are horizontally placed and provided withremovable lheads or'- screwcaps41, whereby the ipistons and main valvesmay be reached. The relay-valves 27 28 may also be reached by theremoval oi"i screw-plugs 42 43, one -o Whichisa valvestem guide and theothera guide and valveca e.

llVhat I claim as new, anddesirey to secure by Letters Patent, is*- 1.An engineers valve mechanism' comprising separate andindependently-movable valves controlling respectively the inlet to andexhaust from the trainipe and eachhaving a piston working in a cylinderand adapted to permit leakage past it into the cylinder-chamber behindthe piston, springs for closing said valves, means for establishing the-main reservoir-pressure andthe train-pi e pressurerespectively on thefront sides of t e pistons, 01ppositely-opening relay-valves controllingt e' exhaust from the respective eylinder-chaii i= bers, aY movablepartitionffoiruperatng said relay-valves, havingon one'side'-itthetrainpipe pressure, a spring pressing on the ,opposite' side 'f of said.v artitionis'and means for .manually varying tlief tension: of; saidspring.

2. An-.engineers valve. mechanism comprising primary meansfor admittingair to and exhausting it from the train-pipeto release and set thebrakes, leakage istonrnech- A anism controllingsaid means an loperatedin one direction by air-pressure and in the other 'direction'byspring-pressure, and relay-valve mechanism for exhausting the leakageair and permitting the air-pressure to: :operate said means'.

An engineeravalven,mechanism coinprising aT' train-pipe,independently-movable normally closing v`inlet iandexhaust :valves l Itherefor, lcylinders. for. the 'respective valves, pistons attached t0,.the valves. and -hav a eaking .fit insaid cylinders, vandi-alternateyopening relay-valvescontrolling-the exhaust p 1 of leakage air from:said'cylinders.

4 An engineer's 4valve mechanism coinfprisingzinlet'and-.outletwalvescontrollingthe train-pipef=pressure,. means -for opening` said valves by.the pressure 4o the main.- reservoir and. thetrain-pipea-respectively,'means 1 for ven-ting! the .ain which operates.- the '.valvestto' permittheir fp closuireI fandigialternatelyoperatin g valves7 for:exhaustingthe4 lvented; .airito cause the fopenin 'ofl the@ `twain-pipefvalves.

v 5. y An engineer s-valveoomprisingiinlet. and

, outlet valves control-lingfftrain-piperpressure Iand'opened byreservoii'iandatrain-pipe .pressure respectively; aneanefor ventingthezvalveoperating airl to permit. 'closure offthe=va1ves, and meanssubjectdiierentially :to-train-pipe pressure and a manuallysadjustablepressure for alternately exhausting therbodies'fofiventeclair. l

' 6. Anf engineers '..valver mechanism comprising two cylinders .i openrespectively f at one end to the main freservoin and tothe trainpipe,oppositely-open-ingi relay-valves forex- IOScommon;operatingmechanisnifoirsaidvalves,.

' brakes, lsaid means- --includingacylinder. a

leaking piston therein. l' :having f a primary valve controlling thetrain-pipe air andlop'ened by air-pressure 'on l thezpistonfmeansexertj-inga -constant/valve-closing ressure, afre-` lay-valveJv for 'exhausting the;v eakagevair, a movable Ipartition` foroperating saidr'elay- -valve having train-pipe pressure yonlone Side IIi austingithe other ends-ozsaid'cylinders,.fa

thereof, a spring pressing ontheopposite side of said partition, and anengineers manual adjuster for varying the tension of said spring andproducing the operation of said primary 5 means. y

. 8. An en ineers Valve mechanism comrising a oyinder7 a leaking pistontherein aving a valve controlling the exhaust ofthe train-pipe andopened by train-pipe pressure', 1o a spring for closing said valve, anda relayvalve for exhausting that end of said cylinder containing theleakage air.

In testimony whereof I have hereunto set my hand, in the presence of twosubscribing witnesses, the 17th day of October, 1905.

JAMES F. MOELROY.

Y Witnesses:

BEULAH CARLE, ERNEST D. JANSEN.

